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During the heyday of the full-size SUV, several interesting and unusual truck/SUV mashups sprouted, including the Ford Explorer Sport Trac, GMC Envoy XUV, and Honda Ridgeline. But the most innovative — and for a time, most successful — example of the trend was the Chevrolet Avalanche, along with its high-class Cadillac Escalade EXT sibling. But times have changed, and General Motors is killing off the Avalanche. Before it does, we decided to pick up a 2012 Chevrolet Avalanche LTZ 4WD for one last test run.

The Avalanche’s signature feature is GM’s innovative Midgate, which offers the cargo versatility of a long-bed pickup, with a (slightly) more maneuverable size than a large SUV, and five-passenger comfort when not in cargo-hauling mode. At its peak, Avalanche sales approached 100,000 units a year.

The Avalanche in its current form has been around since the 2007 model year. The last major change came in 2009 with the introduction of the 6L80 six-speed automatic transmission, helping the Avalanche gain a 1/2 mpg improvement in city/highway ratings, giving it a 15/21 mpg rating for the 2012 4×4 model. Along with the switch to the six-speed transmission, the previously optional 6.0-liter Vortec V-8 was also dropped, leaving GM’s 5.3-liter, 320-hp Vortec V-8 as the sole engine offering.

Even after 5 years with the same basic design and configuration, nothing about the Avalanche feels particularly dated or out of sync with GM’s current full-size SUV offerings. The attributes that applied to the GMT-900 SUVs at their launch also apply today, namely, well-isolated wind and road noise and a compliant, comfortable ride.

Interior ergonomics are about par for the class, the only major complaint being that the navigation and information-control unit touch screen is mounted too low for easy visibility. Also, there’s more hard plastic than we’d like, especially given our LTZ tester’s $53,815 price tag. Still, it’s not unattractive, and if you’re insistent on upgraded materials, you can always pop for the aforementioned Escalade EXT.

The six-speed transmission makes the Vortec 5300 V-8 feel more sprightly than did the previous four-speed, but the two extra ratios still can’t mask the engine’s slightly peaky power and torque delivery, especially considering the Avalanche’s roughly 3-ton weight. Our tester never felt underpowered per se, but the engine needed to rev a little higher than expected to deliver power for merging or passing. Our test numbers reflect the slight power deficit for such a heavy vehicle, with unremarkable 8.6-second 0-60-mph and 16.7-second quarter-mile runs.

The pervasive heft that gives the Avalanche its sense of refinement and isolation also discourages overly spirited driving. The steering is deliberately heavy, but direct. The only aspect of the Avalanche’s driving experience that occasionally invites juvenile antics is the V-8 engine’s muscular, throaty growl at wide-open throttle. The irony of the engine’s peaky power delivery is that owners may be hearing the sound often, but with that sweet, timeless small-block sound, few will likely object.

If the Avalanche’s unique combination of versatility and comfort appeals to you, there’s one last chance to buy a new one. The Black Diamond edition for the 2013 model year is intended as a send-off to GM’s bold full-size SUV experiment. Cadillac has yet to announce official directions for the Escalade EXT, but all indications point to the end of the line for the uptown variant as well.

What has spelled the end for the Avalanche? As with many models, it comes down to sales. Although arguably a better, more advanced and refined model all around, the second-generation GMT-900 Avalanche never approached the sales numbers of the first generation, which peaked in 2003 with 93,482 sold and were on a downward trajectory well before the 2007 model hit showrooms. Full-size SUV sales were already declining as customers were beginning to seek smaller, more fuel-efficient models.

Although it’s fun to armchair quarterback the what-ifs of the Avalanche with GM’s stillborn “baby” 4.5-liter Duramax turbodiesel, the model’s days likely were numbered regardless of powertrain. As it is, the Avalanche stands as a unique example of GM’s innovation in the SUV segment just as the storm clouds were beginning to form on the horizon for full-size SUV sales, and the automaker’s future as a whole.

Timeline:

2002: First model year for Avalanche, which is available in 1500 half-ton or 2500 series

2003: Cleaner, more conventional styling option in the WBH package (Without Body Hardware) gives it an appearance similar to that of same-year Silverado pickups. This year brings the highest level of sales for the Avalanche, with 93,482 models sold.

2006: Second-generation 2007 Avalanche based on GM’s GMT900 truck platform debuts at the Chicago auto show. Unpopular lower body cladding of first-generation model is eliminated in favor of cleaner styling similar to new Tahoe and Suburban. Exclusively offered as half-ton model with choice of 5.3-liter or 6.0-liter V-8 engines.

2012: GM announces in April that 2013 will be the last model year of the Avalanche. From its one-time high of almost 100,000 units sold per year, by 2011, sales have dropped to just 20,088 units. The last year of the Avalanche is commemorated with the 2013 Black Diamond edition.

2012 Chevrolet Avalanche LTZ

BASE PRICE

$51,300

PRICE AS TESTED

$53,815

VEHICLE LAYOUT

Front engine, 4WD, 5-pass, 4-door pickup

ENGINE

5.3L/320-hp/335-lb-ft OHV 16-valve V-8

TRANSMISSION

6-speed automatic

CURB WEIGHT (F/R DIST)

5930 lbs (52/48%)

WHEELBASE

130.0 in

LENGTH x WIDTH x HEIGHT

221.3 x 79.1 x 76.6 in

0-60 MPH

8.6 sec

QUARTER MILE

16.7 sec @ 83.8 mph

BRAKING, 60-0 MPH

135 ft

LATERAL ACCELERATION

0.73 g (avg)

MT FIGURE EIGHT

29.4 sec @ 0.56 g (avg)

EPA CITY/HWY FUEL ECON

15/21 mpg

ENERGY CONS, CITY/HWY

225/160 kW-hrs/100 mi

CO2 EMISSIONS

1.13 lb/mi

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